Contintjotrs draw-bar



H. LEE AND. El N. HANSEN.

CONTINUOUS DRAW BAB. APPLj/TloN men JAN. 13.1919;

' N Patented .0@t..28,1919.

lill rfi f rII HARRY LEE AND EID-WARD H. HANSEN, OF LIVINGSTON, MONTANA.

CONTINUOUS DRAW-BAR.

Specification of Letters Patent. Patented Oct. 28, 1919.

Application filed January 13, 1919. Serial No. 270,905l

To all lwhom it 'may concern:

Be it known that we, HARRY LEE and EDWARD H. HANSEN, citizens of the United States. residing at Livingston, in the county of Park and State of Montana, have invented certain new and useful Improvements in Continuous Draw-Bars, of which the following is a specification.

The invention relates more particularly to draft rigging for freight cars, the purpose being to facilitate inspection of the draft rigging and to reduce the'wear and tear to the smallest amount possible, thereby preventing the frequent pulling out of drawbars and the delay and expense incident to making temporary and permanent repairs.

In accordance with the present invention,

a continuous drawbar is mounted upon the framework or under structure in a manner to receive a limited longitudinal movement, said continuous drawbar consisting of a sectional tube having drawbars at opposite ends and containing the drawbar springs which sustain the draft and the butling action when the cars are run together for coupling.

The drawing illustrates a preferred embodiment of the invention; however, it is to be understood that in adapting the same to meet different conditions, various changes in the form. proportion, and minor details of construction may be resorted to without departing from the nature of the invention as claimed hereinafter.

Referring to the drawing hereto attached,

Figure 1 is a top plan view of the under frame of a freight car and a drawbar mounted thereon embodying the invention.

Fig. Q- is a central longitudinal section.

Fig. 3 is a side view of the sectional tube, the drawebars being omitted.

Fig. 4 is a side view of an end portion of the inner or main tube.

Fig. 5 is a longitudinal section of an end portion of the continuous drawbar.

Fig. 6 is a detail section on the lineG-G of Fig. 5. n

Fig. 7 is a detail view of one of the reinforcing plates at the outer end of the outer tube.

Fig. 8 is a cross section on the line 8-8 of Fig. 1 looking to the. left as indicated by the arrow.

Corresponding and like parts are referred to in the following description and indicated in the several views of the drawing by like reference characters.

The under frame of a freight car comprises end sills 1, transoms 9, cross beams 3, corner braces 4 and truss rods 5, the latter passing under the beams 3 through the transoms 2 and adapted to be connected at their ends with the sills 1. The under frame likewise comprises side sills 6 and intermediate sills 7 and 8, the several sills being connected with the cross members in any preferred manner.

The continuous drawbar comprises an inner tube 9 and outer tubes 10 which are telescopically mounted upon end portions of the inner tube 9. For convenience the inner tube is formed of two sections which are coupled by means of a sleeve 11, keys 12 passing through registering openings formed in the sections of the inner tube 9 and sleeve 11. The continuous drawbar is mounted on the cross beams 3 and transoms 2 so as to receive a limited longitudinal movement and is somewhat less than the distance between the end sills 1 to admit of a limited longitudinal movement thereof in each direction. The outer tubes 10 project beyond the ends of the inner tube 9 and the projecting ends have draw-bars 13 coupled thereto by means of keys 14. The projecting ends of the tubes 10 are reinforced by means of side plates 15 and a bottom plate 16, said plates being disposed within the tubes and secured thereto by fastenings which are counter-sunk so as not to oifer any projecting parts. .The side plates 15 are formed with openings 17 to receive the key 14 and sustain .the major portion of the pulling and backing strain and prevent the key 14 from enlarging the openings formed in the sides of the tubes 10.

The bottom plate 16 forms a rest and sustains the wear incident to the lateral movement of the draw-bar. l

Each end of the inner tube 9 and each of the outer tubes 10 are of like formation and receive corresponding parts, hence a detailed description of one will suiiice for a full understanding of both ends of the continuous drawbar and concomitant parts. The tube 9 is formed with slots 18, 19, 20, 21 and 22. The slots 19 are relatively short whereas the remaining slots are relatively long to provide for movement of the keys passing therethrough. The outer tube 10 is formed with slots 23, 24, 25, 26, 27, 28 and 29. The slots 24, 26 and 27 are relatively long whereas the remaining slots are relatively short. Keys 30, 31, 32, 33, 34, 35, and

. be subjected when inservice.

1-l pass through the respective slots 18-23, 1.9-24, eo-e, 21--26, 2227, 28 and 29. Vithin the tube 9 is located draw-bar springs of standard size, it being understood that the tube 9 is of a size to receive the standard draw-bar springs and the tube l() is of a size larger than the tube9 to telescope thereon, the several tubes being preferably of steel and of such construction as to withstand the usage to which they will The drawbar sprin s 36, 37, 38, 39, 40 and 41 are disposed etween the keys 30, 31, 32, 33, 34, and 35, plates 4:2 being disposed between the ends of the springs and the keys to evenly distributethe strain. The keys 30, 32 and 35 are received inthe short slots of 'the tube 10 and move longitudinally with such tube and the keys 30 and 32 pass through the long slotsv of the tube 9, thereby admitting of the outer tube having a relatively longitudinal movement on the inner tube. The key' 31 is received in the.

short slots 19 of the tube y 9 and passes through the long slots 24 of the outer tube 10. vThe key`35 is received in the short slots 28 in the sides o f the tube 10 and being clear of the inner tube 9 ismovable relatively thereto.

The continuous 'drawbar is so arranged that the keys 33 and 34 are disposed upon opposite sides of the transoms. lMovement of the drawbar to the right brings the key 33 at the right hand end of the drawbar 'against the inner side of the adjacent,tran 4 som 2 and the key .34 at the left hand end into contact with the outer side of the adjacent transom, thereby resulting in compressing the springs at the left of therespective keys 33 and 34. A movement of the drawbar to the left brings the keys 33 and 34 to the right of the transoms conf Vtiguous thereto into contact with the transoms, thereby resulting 1n compressing the made in sections either end portion of the drawbar may be removed, repairs made and replaced without disturbing the opposite end portion of the drawbar.

The'foregoing .description and the drawings have reference to what may be considered the preferred, or approved, form of our invention. It is to be understood that we may make such changes in construction and arrangement and combination of parts, materials, dimensions, et cetera, as may prove expedient and fall within the scope of the appended claims.

Having thus fully described our invention, what we claim as new and desire to secure by Letters Patent is z- 1. In draft rigging for railwa cars, a draft line comprising 'a tube, raw-bars connected to the ends of the tube and a bottom reinforcing plate and side reinforcing plates secured within the tube and adapted to sustain the wear and strain.

2. In draftv rigging for railway cars in vcludin an under frame, a longitudinally mo'vab e inner tube supported by the under frame and extending approximately the full length thereof, short outer tubes mounted on opposite end portions of the inner tube and movable thereon, the inner and outer tubes having corresponding slots in opposite sides, certain slots being relatively short and others long, keys passing through the slots, springs within end portionsof the inner tube and confined between adjacent keys and adapted to cushion the draft in each direction, and drawbars at the outer ends of the short'tubes.

3. In draft rigging for railway cars, an under frame comprising longitudinal sills and connecting end sills and transoms, an inner tube extending approximately the full lengthl of the under frame and supported in the transoms to move longitudinally, short outer tubes slidable on end portions of the inner tube through the said transom, the inner and outer tubes having corresponding slots in opposite sides, certain slots being relatively short and others long, keys passing through the slots, two of the keys being disposed upon opposite sides of the respective transoms, and springs within end ortions of the inner tube and between ad- ]acent keys.

.In testimony whereof we aflix our signatures 1n presence of two witnesses.

HARRY LEE. EDVARD H. HANSEN. Witnesses:

Gr. L. LAUsoN,

JAMES SPANos. 

